Summary On 25 July, 1997, the m/v ORHANEKINCI, while approaching Victoria pilot station , deviated from the traffic lane and advanced towards the chemical tanker BUMDONG anchored at Constance Bank. While passing ahead of the latter the starboard quarter of the ORHAN EKINCI scraped the bow of the BUMDONG. Each vessel sustained some minor damage in the vicinity of the area of contact. Ce rapport est galement disponible en franais. Constance Bank lies south of Victoria, B.C., approximately two nautical miles south-east from Victoria Pilot boarding area and east of an inbound traffic lane. It has good holding ground with the depth ranging from 18 to 50 m and is recommended as an anchorage for ships in the Strait of Georgia. The occurrence took place in daylight, the weather was reported as clear with westerly winds between 15 and 25 knots and good visibility. Geomatic Engineering of the Canadian Hydrographic Service estimated that, at the time of the occurrence, the surface current in the vicinity of Constance Bank was setting eastward at a velocity of 1.5 to 2 knots. The m/v ORHANEKINCI was in ballast and en route to Vancouver, B.C. from Okpo, South Korea, where she had undergone a refit in a floating dry-dock. The whole hull was repainted black. On completion, the vessel was pulled straight astern by tugs from the flooded dock. No contact with the sides of the dock was recorded. After leaving the floating dock, the ORHANEKINCI anchored at Okpo road and, one day later, on 12 July, 1997, departed for Vancouver. En route to Constance Bank, the vessel did not contact, berth or moor alongside any ship or structure. The vessel's propulsion, steering and navigation equipment were reported to be in good working order. On 25 July, 1997, at approximately 1930 the ORHANEKINCI passed Race Rocks lighthouse and entered the northbound, inbound traffic lane. Vancouver Marine Communications and Traffic Services (MCTS) contacted the vessel, using her call sign TCON, and advised of two other vessels ahead, i.e. the tanker BUMDONG anchored at Constance Bank and the ferry COHO departing Victoria bound for Port Angeles, Washington. A review of the taped communication shows that the ORHANEKINCI responded and, without explicitly acknowledging the MCTS information, advised MCTS that she would be proceeding towards Victoria pilot station. The ORHANEKINCI was on hand steering with four persons in the wheel-house: the master; the chief officer; the helmsman and the lookout. Reportedly, the second officer paid a brief visit to the wheelhouse prior to assisting the pilot to board. The data relating to the passage from Race Rocks to the pilot station recorded by the vessel on the chart, in the log-book and as reported to TSB are not consistent. Further discrepancies exist between the vessel's and MCTS records pertaining to this leg of the passage. An entry in the log book of the ORHANEKINCI shows that the vessel was in 4812.0'N, 12327.0'W at 1928 (1828 ship's time)(1), that this fix was obtained by Global Positioning System (GPS) and that course was altered to 023(T). A fix plotted on the ship's chart for the same time, however, indicates that the vessel was in position 4813.3'N, 12328.2'W. From 1928 until 2030, three more fixes were plotted on the vessel's chart: at 1948 (1848); at 2002 (1902) and at 2026 (1926). The vessel's speed over ground between the charted positions of 1928 and 1948 was calculated as being 12.6 knots. Between 1948 and 2002 the speed was calculated as being 15 knots. The master reported that the ORHANEKINCI was proceeding at a maneuvering speed of approximately 12 knots and that a surface current was setting in a south-easterly direction, further reducing the vessel's speed over ground. The master also reported that at 2002 (1902), the vessel's speed was 6 knots. The radar target of the ORHANEKINCI was tagged ORHK and monitored by MCTS Vancouver. Its coordinates were recorded by the MCTS computer at intervals of approximately 5 minutes. The record shows that the ORHK passed Race Rocks and entered the northbound traffic lane by gradually altering course to port between the times 1916 and 1930. At 1926:15 the target was in a position 4813.0N, 12328.3'W which correlates with the fix plotted on the vessel's chart at 1928 (1828). The two fixes on the ORHANEKINCI'S chart, at 1948 and at 2002, differ substantially from those recorded by MCTS. The ship's fixes of 1948 and 2002 are approximately 1.2 miles north-north-west and 2.2 miles north-by-west, respectively, of the positions of the radar target ORHK recorded by MCTS at corresponding times. Both the vessel's fixes showed the vessel to be within the traffic lane. The MCTS record shows that, at 1948 and 2002, the radar target ORHK was to the east of the eastern boundary of the traffic lane by distances of approximately one and nine cables, respectively. During the investigation, the crew of the ORHANEKINCI was interviewed twice. At the first interview the chief officer stated that the vessel was approaching Constance Bank on a heading of 035(T), with the telegraph set to 'Half-Ahead'. This telegraph setting would give a speed of approximately 10 knots. The chief officer saw a vessel anchored at Constance Bank with her bow pointing towards the west. The visibility was approximately 6 miles and the distance from the ORHANEKINCI to the anchored vessel was about 4 miles when he first saw her. The anchored vessel was later identified as the red-hulled BUMDONG. The chief officer observed that the BUMDONG was on the ORHANEKINCI'S port side. Using the gyro repeater and azimuth mirror mounted on the wheel-house bridge-front forward bulkhead, he checked the bearing of the other vessel. It was approximately 025(T) and did not change appreciably as the ORHANEKINCI approached the BUMDONG. He also reported that, at some time before his vessel passed the BUMDONG, Vancouver MCTS (VTS) called the ORHANEKINCI to ask where the vessel was going. The master answered the VTS call and altered course to port. The ORHANEKINCI passed ahead of the BUMDONG. The information obtained from the chief officer during his first interview correlates with the MCTS record of the geographical coordinates of radar target ORHK and the MCTS recording of radio communications. According to MCTS records, from 1926:15 until 2008:14 radar target ORHK was proceeding towards Constance Bank at a speed of approximately 10.2 knots on a course of 032(T) and the bearing from ORHK to radar target C867 was 025(T). As the distance between the two vessels decreased, the MCTS record showed minor fluctuations in the calculated speed, course and bearing (see Appendices A, B and C). At about 1945 target ORHK exited the northbound traffic lane. At 2012 MCTS called the ORHANEKINCI and asked for her intentions. In response, the master advised that he had altered course to port. During the second interview the chief officer stated that when the ORHANEKINCI was approaching Victoria pilot station, the BUMDONG was observed on the starboard side throughout. He did not remember any substantial course alteration to port in the vicinity of Constance Bank. He stated that the master was in command but the 2002 (1902) fix on the chart had been plotted by the second officer who was not on watch but was in the wheel-house to be available to assist the pilot when he boarded. The coordinates of the fix are recorded in the vessel's log book in the 1600-2000 watch. During the first interview the master estimated that the closest distance ever between the two vessels was approximately 50 m. When interviewed the second time he reported that the ORHANEKINCI proceeded within the northbound traffic lane throughout. He also reported that, when the starboard midship of the ORHANEKINCI was passing ahead of the bow of the BUMDONG, he observed and estimated the distance between the two vessels as being approximately 25 m. He reported that he did not order a course alteration at this moment and that he did not know the distance between his vessel's starboard quarter and the bow of the BUMDONG when the ORHANEKINCI was passing ahead of the other vessel. The master confirmed that a south-easterly current (135) was setting his vessel to starboard. When making the written Report of a Marine Occurrence, the master reported that the ORHANEKINCI was proceeding at a speed of 6 knots and passed the BUMDONG at 2015 (0315 UTC) in a position 4821.3'N, 12322.0'W. When compared to other available data, this position lies approximately 11.5 cables north from the position of the ORHK target recorded by the MCTS when it merged with the target of the BUMDONG at approximately 2013:50. Except for the log book entries and the positions laid off on the vessel's chart, no other record of courses or positions relevant to the vessel's approach to Victoria pilot station was found on board the ORHANEKINCI. During the first interview the master reported that the vessel was not equipped with a course recorder. The chief officer stated that the course recorder was not working properly. On 26 July, 1997 the course recorder, part of the vessel's wheel-house equipment, was inspected. It was found to be operational but the trace recorded on the paper roll in the instrument did not indicate either the courses steered or the time period of the approach to the pilot station. The helmsman and lookout, who were also in the wheel-house, remembered seeing a red ship in the vicinity of the bow of the ORHANEKINCI. Neither remembered the courses steered, the rudder orders given or other information which could allow for a resolution of the vessel's varying accounts of the events on 25 July, 1997. None of the four individuals recalled being on the starboard bridge wing and observing the passing of the BUMDONG. The tanker BUMDONG, loaded with vegetable oil and caustic soda, arrived at the Constance Bank anchorage on 25 July, 1997 at approximately 1700(2) and was ordered to wait until her discharge berth in Vancouver harbour was available. The vessel anchored with 5 shackles of anchor chain in the water and determined her position to be 4820.2'N, 12321.8'W. This position lies approximately 11 cables (1.1 miles) east of the eastern boundary of the inbound traffic lane. MCTS and the vessel's bridge watch recorded that the vessel's position did not change appreciably until she left the anchorage at about 0100 on 26 July 1997 to proceed towards the pilot station. At approximately 2013 the OOW saw a deep sea vessel, later identified as ORHANEKINCI, approaching Constance Bank. It was approximately 75 on BUMDONGs port side and one mile off. When the approaching vessel was some 400 m from the BUMDONG's she made a bold alteration of course to port. The OOW estimated the alteration to be of about 20 degrees. Having observed this, the OOW photographed the approaching vessel. From the direction of the wake astern of the ORHANEKINCI, the photograph appears to show that the vessel had recently altered course to port. The OOW did not initiate action to warn the ORHANEKINCI that he considered that she was too close. About a minute later the ORHANEKINCI passed very close ahead of the BUMDONG on a course about right angles to the latter vessel's heading. One person was seen on the ORHAN EKINCIs starboard wing at that time. When the starboard quarter of the ORHANEKINCI was passing the bow of the BUMDONG, a strong vibration was felt on the BUMDONG by both the bridge watch and the crew in the accommodation. The OOW saw the starboard side of the ORHANEKINCI rub against the bow of the BUMDONG and paint chips fly off at the point of contact. The OOW saw two more persons appear on the bridge wing of the ORHAN EKINCI at this time, and at least two more were seen on the other vessel's poop deck, above the point of contact. Upon feeling the vibration, the master of the BUMDONG rushed to the wheel-house hearing on the way a thumping sound. Upon entering the wheelhouse he saw the ORHANEKINCI altering course to port about 100 m on the starboard bow of the BUMDONG. The crew of the BUMDONG inspected the forecastle and found that the forward-most tip of the bow was bent inward slightly. Black and red paint chips and metal flakes, some appearing partially melted, were found in the immediate area of the damage. At 2018 the master of the BUMDONG called ORHANEKINCI on VHF channel 11, which is monitored by MCTS, but received no response. At 2027 the master called MCTS and reported the occurrence. The master subsequently contacted the ORHANEKINCI on channel 17 which is reserved for communication with pilots. The ORHANEKINCI responded but asserted that she had not collided or made physical contact with the BUMDONG. On 26 July, 1997, a visual inspection of the ORHANEKINCI at English Bay anchorage detected a horizontal scratch mark on the vessel's shell plating on the starboard quarter and a gouge in the round bar at the corner of the transom (See photographs). The scratch mark was 3.45 m long, 5 to 8 mm wide with a depth ranging from 0 to approximately 4 mm. Both the scratch and the gouge were on the same level, 67 cm above the main deck and 10.3 m above water level. On the same day, the damaged area of the bow of the BUMDONG bow was measured as being 10.2 m. above the water level. The master of the ORHANEKINCI was not aware of, nor could he explain the origin of, the scratch marks on his vessel's starboard quarter. When taking over the command of the vessel two weeks earlier he and the previous master had completed the formalities of a change of command but they did not inspect the vessel or discuss damage. The master acknowledged that, when approaching Victoria pilot station on 25 July, 1997, his vessel had passed very close ahead of the BUMDONG but he maintained that the ORHANEKINCI had not touched any vessel at the Constance Bank anchorage. Close examination of the shell plating in vicinity of the scratch mark on the ORHANEKINCI disclosed that the surface coat of the black paint was in good condition and shiny. The bottom of the scratch appeared to be shiny and metallic without a sign of rust. There were small metal flakes sticking out of it. Several flakes were peeled off using a pocket knife and subsequently sent to the TSB engineering lab along with similar samples removed from the bow of the BUM DONG. The master reported that no ballast operations were performed on the ORHANEKINCI between the time of arrival at Victoria pilot station and the time when the measurements were taken. However, the draft aft of the ORHANEKINCI when the measurements were taken was 6.00 m while the master and the pilot reported that the deepest draft of the vessel upon arrival at Victoria pilot station was 6.3 m. Similarly, some cargo had been worked on the BUMDONG when the distance from the damaged area of the bow to the water was measured. Laboratory analysis of the metal shavings removed from the vessels determined that they were similar in composition but the analysis was unable to establish from which vessel the shavings originated. Marine Communications and Traffic Services Vessel traffic in the area is monitored by one MCTS regulator watching four radar screens covering adjoining but different areas. The screens are located next to each other, in the same console which is designed to enable one regulator to monitor all four. The MCTS regulator, while devoting his attention to one of the four radar screens, must leave the other three unobserved, however briefly. The BUMDONG was tagged as C867 and monitored by MCTS radar. The position in which the BUMDONG anchored at 1700 is corroborated by the MCTS computer record of the vessel's radar target coordinates. MCTS confirmed that the vessel anchored approximately 11 cables (1.1 miles) east of the eastern boundary of the inbound traffic lane. The computer record also shows that the position of the C867 remained practically unchanged until the vessel weighed anchor some eight hours later and proceeded towards the pilot boarding area.